Ship crane



E. B. NICKLES 2,355,235

SHIP CRANE- Filed June 12, 1943 3 Sheets-Sheet 1 INVENTOR. [bk/[$905 Mex Ms TTORNEY Aug. 8, 1944. E. B. NICKLES 2,355,235

SHIP CRANE Filed June 12, 1943 s Sheets-Sheet 2 ATTORNEY.

Alig- 1944- E. B. NICKLES 2,355,235

- SHIP CRANE Filed June 12, 1943 3 Sheets-Sheet 3 5. 1 o y lo TTO/ENEY.

Patented Aug. 8, 1944 SHIP CRANE Edward B. Nickles, Manitowoc, Wis., assignor to Manitowoc Shipbuilding Company, Manitowoc,

Wis.

Application-JunelZ, 1943, Serial No. 490585 4 Claims.

This invention relates to ship cranes.

Attempts have heretofore been made to pick an airplane or other object from the water and hoist it upwardly and thereafter deposit it on the deck of a ship. These attempts have not been wholly successful for their success depends more or less upon the lack of rolling of the ship and relative smoothness of the water. An airplane, being a relatively delicate device, if subjected to suddenly applied violent stresses at the point above noted defects, and objects of thisinvention are to provide a ship crane which is so con-l structed that it willnot subject the airplane or, other object to severe suddenly applied'shocks. although the ship may be rolling violently, and, although the water may be very rough, but which,

insteadwill cushion the shocks that would otherwise be applied to the airplane or other object,.

and which willmaintain the supporting cable taut at all times andv will gradually apply! and relieve pressure from the localized portion of the a plane at which the hoisting sling or other deviceis, attached.

fFurtlier objects are to provide a ship crane which may beused to raise an airplane or other object from the water and may thereafter be swung aroundanddeposit the plane on .thedeck,

ormay be'used, if desired, to lift the plane from the deck and swing around and deposit. it in the.

, 40 irrespective of severe rollingrof the ship or greatwater without shock to the plane in either case,

roughness of the water.

Further objects are to providemeansfor a ship havinglimited deck space whereby a plane may be launchedfrom the ship, as by means of a catapult, in combination with means whereby the planemay be liftedfrom thewater in amanner to cushion substantiallyall shocks due to the liftingalthough the. ship may be rolling severely.

Further objects areto provide a take-up device in-combination witha ship crane which take-up device is so constructed that ithas relativelylittle inertia and willquickly take upand respond to any change in tension onthe liftingcable seas to prevent the formation ofslack, on the one hand,

and also to yieldingly and gently cushion the strains imposed on the airplane or other member being lifted from the water.

Further objects are to provide a construction in which thecushioning and take-up means may be quickly set for planes or other objects of different weights and, in one form of the invention, to provide means whereby this setting is automatically maintained.

Embodiments of the invention are shown-in the accompanying drawings, in which:

Figure 1 shows the invention applied'to the ship with the ship crane shown as lifting an airplane from the water and with a second airplane mounted in a catapult arrangement.

Figure 2 is a sectional fragmentary view through the ship crane.

Figure 3 is a detail showing an automatic air valve employed with the ship crane take-up.

Figure 4 shows a further form of valve arrangement. 7 V

Figure 5 showsa further form of ship crane.

Figure 6 is a view showing the multiple sheave arrangement ofthetake-up,

Referring to the drawings, particularly Figures 1 and 2, it will be seen thata vesselor ship has been indicated by the reference. character, l. The ship crane may comprise a car body 2 which may carry a cab 3 and which carries the driving mechanism. This car body, as shown in Figure 2, is supported from a stationary circular base portion indicated generally at 4. It is preferable to provide a king pin 5 carried by the base 4 and extending into the car body. It is also preferable to provide aplurality of rollers 6 which travel on the upper portion of--the base and form additional supporting means for the car body. In addition to this, it is preferable to provide underhanging rollers l which are positioned beneath a flange ii formed on the base 4 totake amaterial partof the strain off of. the kingpinfi when there is atendency to tip the car body when the crane is lifting a load.

The crane may be, provided with any. suitable driving means. For example, it may be-driven, as shown in Figure 2, by meansof electric motors. One of the motors indicated at 9 is employed for driving a small pinion Ill through suitable reduction gearing, such pinion Ill meshingwith an'internal gear I l formed in the base portion or support 4 to thereby enable the crane to turn about its king pin5. Another motor I2 may be employed to drive the boom hoist drum: it for raising and lowering the boom through themedium;

of the boom hoist line l4, such boom hoist line in the cab may operate the motors either simultaneously or individually as required, suitable windows being provided in the cab for the operator.

The boom hoist line H! is looped over a sheave 2| which is provided with a hook or other means indicated at 22 by which it engages a sling or other attaching means 23 which is attached to the airplane 24 or to any other object that it is desired to handle.

One end of the boom hoist line I9 is attached to the hoisting drum I8 and the other end of the boom hoist line I9 is looped back and forth over a plurality of stationary sheaves 25 and a plurality of movable sheaves 26, the latter being carried by a head 21 attached to a plunger rod 28.

This arrangement provides means for multiplying the motion of the take-up device so that a considerable length of cable will be drawn in or let out for a relatively small movement of the take-up device. 7

The movable sheaves 25 are, as stated, attached to the plunger rod 28 which in turn is attached to the piston 29, such piston working within an elongated cylinder 33 which may be vertical, as shown in Figure 2 or horizontal, as shown in Figure 5, or which may be set at any desired angle, depending on the arrangement of other parts of the mechanism. The cylinder 30 is closed at itsupper end and communication therewith is provided through the medium of a pipe 3|. lower end of the cylinder is open as indicated at 32 and a spring 33 is carried in the lower end of the cylinder so as to preventa sudden blow being struck the bottom of the cylinder by means of the piston 29 even if the piston should be inadvertently suddenly driven down to the'bottom of the cylinder.

It is intended that the piston 29 and cylinder 30 shall constitute a cushioning device for the hoist line, which will yieldingly and increasingly cushion any shock that may be applied to the airplane due to rolling of the ship or due to high waves or other conditions of this order. For

example, if the crane is arranged to lift an airl plane from the water and the ship suddenly rolls away from the airplane, the load of the airplane will be suddenly imposed on the hoist line and consequently a very high localized strain will be imposed on the airplane. ,However, this is pre vented as the piston 29 will immediately move upwardly and will gradually cushion this load or shock as it will increase the compression of air in the upper portion of the cylinder3il, and consequently will ofiera gradually increasing yielding cushioning effect so that sudden strains are The air pressure is supplied from a compressed air tank 34 which is in turn supplied from an air pump as indicated, such air pump being driven from a motor or in any other suitable manner. The pressure of the air within the tank 34 is considerably greater than that normally maintained within the cylinder 33 for any given weight of planes. A well known automatic air valve indicated at 35 is employed which automatically maintains a given pressure for any given setting and which will discharge the air if the pressure exceeds a given value. However, after the air pressure is set at a certain definite value within the cylinder 30 for a given weight of plane, the

automatic valve 35, which would normally discharge air if the pressure in the cylinder 38 exceeded the value for which the automatic valve -is set, is prevented from discharging by means of a check valve 36 interposed between the p pe 3| and the automatic valve 35. However, if the air should slowly leak from the cylinder 30, the automatic valve 35 will maintain the minimum given air pressure.

If a heavier plane is to be handled, the automatic valve 35 is set for a higher initial pressure so that when the plane is supported by the hoist line, the piston 29 is about midway of the cylinder 30.

:If a lighter plane has to be lifted, the automatic air valve 35 is set for a lower pressure. However, the check valve will prevent discharge of air from the line 3| through the automatic valve 35. In order to provide for this condition, a by-pass hand valve 31 is provided which when it is desired to lower the air pres-sure, is opened to by-pass the check valve 33. When the pressure in the line 3| has arrived at the desired lower pressure, the by-pass valve 3! is closed and this lower minimum pressure is maintained by the automatic air valve 35.

It is to be understood that when the piston 29 has moved approximately half way up the cylinder when the plane is supported on the hoist line, the pressure within the upper portion of the cylinder 30 is considerably greater than the minimum pressure maintained by the automatic air valve 35. However, the check valve 35 prevents discharge of air from the pipe 3| and consequently full cushioning action is obtained.

The automatic valve 35 is indicated in side elevation in Figure 3. It is a conventional type of automatic air valve in which the setting is controlled by means of a cam 38 carried by a shaft 39 operated from a manually movable handle 40. The setting is indicated by means of a pointer 4| and a calibrated scale 42, the air valve being suitably supported within the cab 3.

In place of the automatic valve 35, the by-pass valve 31 and the check valve 36, the arrangement shown in Figure 4 could be employed. In this arrangement the pressure in the pipe 3| is indicated by a pressure gauge 43 and a manually operable three-way valve 44 is provided between the supply of compressed air and the pipe 3|. This valve is operated so as to bring the pressure within the cylinder 30 to the desired point and thereafter is closed. If a higher pressure is desired, this higher pressure is easily obtained by letting more compressed air flow into the pipe 3| and consequently into the cylinder 30 of Figure 2 and is thereafter again closed. If a lower pressure is desired, the three-way valve is turned so as to discharge air from the pipe 3| to the atmos phere until the pressure indicated by the gauge 43 arrives atthe desired point.

Inthe form of theinvention shown. inFi'gure 5, the cushioning cylinder. indicated at 45 ispositioned horizontally. It is of the same construction. as that previously described and carries the movable multiple sheaves 46 between which, and the stationary sheaves 41 the hoist line 48 is looped. t

Figure also diflersfromthat showninFigure 2-in. that one end of thehoist. line: 48 is attached to the hoisting drum 49 and'theother end of the hoist line is attached, as indicated at. 50; adjacent the outer sheaves 5.1 of the boom:-l5,; the: hoist line 48 being looped. over the lifting sheave 2| as indicated; The looped portion of the hoist line between. the fixed sheaves. 4'! and the movable sheaves 46 is only anintermediate portion of the hoist line. In Figure :2one end of the hoist line is attached to the hoisting drum I8 and the other end of the hoist line is attached, as indicated at 52 in Figure 6, that is, adjacent the stationary sheaves 25. Either arrangement could be employed with either the horizontally or vertically arranged take-up and cushioning cylinder.

It is to be understood that the actual hoisting of the plane is controlled by the operation of the hoisting motor I! under the manual control of the operator within the cab. For example, if a plane approaches the ship and it is desired to lift the plane from the water to the ship, the plane is attached to the hook or other member 22, see Figure l, and thereafter the operator starts the hoisting drum l8, the minimum pressure within the cushioning cylinder being previously established as has been described hereinabove. Thereafter as the hoist line tightens, the piston within the cylinder moves upwardly and arrives at approximately its mid position as the plane is lifted from the water and the full load of the plane comes on the hoist line. If during this interval the ship should suddenly roll away from the plane and the full load of the plane should suddenly be imposed on the hoist line, no appreciable shock would be applied to the plane or to the cable as the cushioning mechanism would immediately come into play and gradually cushion this shock so that the full weight of the plane would gradually be applied to the hoist line in a manner that would not damage the plane or any other part of the apparatus. On the other hand, if the ship should suddenly roll towards the plane after the plane has been lifted from the water and the plane again suddenly set down in the water, there would still be no appreciable shock either to the plane or other parts of the device as the cushioning device would relieve the pressure on the hoist line in a gradual manner to the requisite extent while keeping the hoist line from becoming slack at any time. A sufficient number of stationary and movable sheaves are employed and a sufficient stroke of the piston is provided so as to take up any amount of slack required.

After the plane has been hoisted from the Water, it may be swung into position and lowered on to the deck of the ship I.

This invention also contemplates the combination of means for lifting the plane from the Water without shock or placing the plane in the water without shock and catapult means which are indicated very generally at 53 in Figure 1 for projecting a plane outwardly from the deckof the ship. Thus this invention in its broadest aspects contemplates means for launching a plane from the ship without damage to the plane in combination with means for lifting a plane from the water and depositing it on the ship without shock to: the plane. This invention, therefore, provides means whereby a plane may be launched from a relatively'limited deck. area and. may be again placed on this relatively limiteddeck area without damagingshockto the plane.

It will'be seen thatthis invention provides novel means wherebya ship with limited deck. area nevertheless can launch and'retrieve a plane even in rough water when. theship is rolling, due to the combinationof the. catapult arrangement'for launching the airplane and the strain removing cushioning means and slack take-up ship crane arrangement. These two devices act in conjunction with each other so that the launchingand retrieving of an airplane may be accomplished evenunder very adverse conditions and although a very limited deckarea is available.

In addition to this the ship craneitself provides means whereby a plane may be deposited in the water or may be lifted from the water without damaging shock to the plane. Obviously the ship crane can be used for the handling of other objects than planes if it is desired.

In both forms of the invention it will be seen that an intermediate portion of the hoist line is looped back and forth several times over the movable and stationary sheaves so that the pneumatic take-up device can work independently of the hoisting drum.

It is to be noted also that the action of the pneumatic take-up and slack preventing device is very quick as it has very little inertia and immediately moves to the desired position as required.

Although this invention has been described in considerable detail, it is to be understood that such description is intended as illustrative rather than limiting as the invention may be variously embodied and is to be interpreted as claimed.

I claim:

1. A ship crane comprising a power driven hoist drum, a hoisting cable operated by said drum, a hoisting member supported from said hoisting cable for attachment to the object to be hoisted, a plurality of stationary sheaves and a plurality of movable sheaves around which an intermediate part of said cable is looped, a cylinder, a piston within said cylinder operatively connected to said movable sheaves, said piston being moved by said movable sheaves when a load is imposed on said hoisting cable and compressing air within said cylinder to cushion any suddenly applied load, and means for maintaining a predetermined initial air pressure within said cylinder when there is no load on the hoisting cable.

2. In a ship crane, a hoisting cable, a hoist drum for said cable, power means for operating said hoist drum, a hoisting member supported from said hoisting cable for attachment to the object to be hoisted, a pneumatic cable take-up and shock cushioning means for said cable comprising a cylinder, a piston in said cylinder, said cylinder having an open and a closed end, movable sheave means around which said cable is passed, and means operatively connecting said piston and said movable sheave means, said pneumatic cab-1e take-up and shock cushioning means being arranged to compress air in the closed end of said cylinder when a load is placed on said hoisting cable, and cushioning means between said cylinder and said piston for stopping said piston adjacent the open end of said cylinder.

3. A ship crane comprising a power driven hoist drum, a hoisting cable operated by said drum, a hoisting member supported from said hoisting cable for attachment to the object to be hoisted, stationary sheave means and movable sheave means around which a part of said cable is looped, a cylinder, a piston within said cylinder operatively connected to said movable sheave means, said piston being moved by said movable sheave means when a load is imposed on said hoisting cable and compressing air within said cylinder to cushion any suddenly applied load, a source of compressed air, and an automatic adjustable valve connected between said source of compressed air and said cylinder for establishing a predetermined initial air pressure within said cylinder when there is no load on said hoisting cable.

4. A ship crane comprising a power driven hoist drum, a hoisting cable operated by said drum, a hoisting member supported from said hoisting cable for attachment to the object to be hoisted, stationary sheave means and movable sheave means around which a part of said cable is looped, a cylinder, a piston within said cylinder operatively connected to said movable sheave means, said piston being moved by said movable sheave means when a load is imposed on said hoisting cable and compressing air within said cylinder to cushion any suddenly applied load, a source of compressed air, an automatic adjustable valve connected between said source of compressed air and said cylinder for establishing a predetermined initial air pressure within said cylinder when there is no load on said hoisting cable, a check valve between said automatic valve and said cylinde and a normally closed by-pass valve connecte in parallel with said check valve.

EDWARD B. NICKLES, 

